Antifriction side bearing for railway-cars.



E. S. WOODS, DECD.

A. e. wELcH, ExEcuToR.

ANTIFRICTION SIDE BEARING FOR RAILWAY CARS. APPLICATION FILED 1AN.22.1913.

1 1 62,429, Patent-ed Nov. 30, 1915.

I I l z AA Am @mm/f/Mf E. S. WOODS, DECD.

A. e. wELcII, ExEcuToII.

ANTIFRICTION SIDE BEARING FOR RAILWAY CARS.

APPLICATION FILED IAII.22. 1913.

1,1 62,429. Patented Nov. 30, 1915.

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EDV/'IN S. WOODS, OF CHICAGO, ILLINOIS; ALBERT G. W'ELCI-I, EXECUTOR 0F SAID WOODS, DECEASED, ASSIGNOR T0 ALBERT Gr. IVELCH, TRUSTEE.

ANTIFR-ICTION SIDE BEARING FOR RAILWAY-CARS.

Specification of Letters Patent.

PatentedNov. 30, 1915.

Application filed January 22, 1913. Serial No. 743,440.

To all whom t may concern Be it known thatI, EDWIN SLWooDs, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Antifriction Side Bearings for Railway-Cars; andfI do hereby declare that the following is a full,clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of referencemarked thereon, which form a part of this speciication.

This invention relates to improvements in antifriction bearings such as are more especially adapted for use as side bearings for railway cars and consists of the matters hereinafter described and particularly pointed out in the'appended claims.

In the drawings Figure 1 is a View representing a longitudinal central section through my improved bearing, showing the antifriction elements as they appear when transmitting load. Fig. 2 is a top plan view of the bearing with the cover of the casing removed to show the parts within. Fig. 3 is a view representinga transverse section through the bearing inv a plane indicated by the line 3 3 of Fig. 2. Fig. 4 is an end view of the bearing with the antifriction elements as they appear when not transmitting load, part of the end wall of the casing being broken away to show the inner construction. Fig. 5 is a perspective View of the carriage that supports the antifriction elements. Fig. 6 is a perspective view of one of two similar pins used in the device to be referred to more particularly later.

Referring now to that embodiment of my invention illustrated in the drawings, 10 indicates a casing that is attached to the bodybolster 11 of the car (when the bearing is used as a side bearing as herein illustrated) and contains and supports the movable parts of the bearing. Said casing is open -at top and bottom and has upright end walls flanges 15, 15 at its sides which bear at their lower edges against'longitudinally extendlng offsets or shoulders 16, 16 formed on` tending, top anges 18, 18` which connect the side'and end walls of the casing and act to make the casing rigid at its ends.

19 indicates a wear-plate located beneath the cover-plate'14 in contact therewith and with its lateral edges engaged in longitudinally extending grooves 20, 20, formed on tllle inner faces of the flanges 15 of the coverp ate.

rIhe antifriction elements are supported in carriage 21 suspended within the casing and capable of longitudinal movement therein. Said carriage, as shown, consists of an oblong rectangular frame having side members 22, 22, and transverse end members 23, 23. Said carriage isof such dimensions that it may be inserted or dropped into the casing through the open top thereof. The carriage is supported on longitudinally extending inturned lianges 24, 24, formed at the lower edges of the side walls of the casing, said flanges constituting rails upon which the lateral bottom edges of the carriage may slide.

At the middle of the carriage and extending longitudinally thereof, there is provided a housing 25. by two longitudinally extending, parallel, spaced7 upright plates 26, 26, located at either side of the median line of the carriage and is closed at the bottom by a horizontal plate 27, joining the lower edges of said upright plates. The plates 26, 26 rise above the general level of the carriage so that their upper edges when the bearing is transmitting load lie close to, without touching the bottom face of the wear-plate 19.

Each of the plates 26 is connected to the proximate side member 22 of the carriage by means of transversely extending vertical webs or partitions 28 which are spaced apart with reference to each other and with reference to the end members of the carriage so as to divide the space between said plate and side member into a plurality of compartments in each of which is located an antifriction roller 29. Said roller has trunnions 30, 30 which act to support it within `its compartment and which are engaged in Said housing is formed suitable bearing grooves 31, 31, formed respectively in said plate and said side member. Said grooves are open at the top so that the antiriction rollers may be dropped from above into their proper place in the carriage. At the bottom edges of all the transverse members of the carriage there areformed Haring flanges 32 which act to contract the opening in the bottom of the several compartments containing the antifriction elements so as to catch and support said antifriction elements in case the trunnions, Which otherwise Would support them, loecome broken or ineiective for that purpose.

ln the housing 25 is mounted a resilient device for returning the carriage 21 and the antiiiriction elements 29 carried thereby to a predetermined or central position in the casing after tie antifriction elements, in transmitting load, have caused the carriage to move from said position toward one or the other end of the casing, and When the antifriction elements have ceased to transmit load. This resilient device consists, as illustrated herein, of a single coiled eXpansion spring 33 and of pins or posts 34, 34E, each having an end part 35 engaged with one end of said spring and having an end part 36 ivhich"projects beyond the carriage and abuts against the proximate end Wall or the casing. Said post has an intermediate part 37 of larger cross-section that provides oppositely facing shoulders 37a, 37b, the first of which, 37, constitutes a seat for the spring and the second of which, 37b, engages against the transverse end Wall of the carriage.

The coils of the spring are preferably elliptical and the spring is placed with its greater diameter in a vertical position. The end part 35 of the post is likewise elliptical in cross-section and fits snugly Within the coils of the spring. The spring itself is made so as to closely lit Within its housing 25 with its bottom resting on the bottom wall 27 of said housing and its top in close proximity to the bottom surface of the Wear-plate 19. The coils of the spring are thus eiiiciently supported and prevented from buckling and thus interfering with the operation of the carriage.

Theend part 36 of the post 34 projects through a notch or groove 39 formed in the transverse end member 23 of the carriage and has loose bearing therein. Said end part 36 is placed higher than the end part 35 so as to be brought as near as possible to the bottom surface of the Wear-plate Without touching it.

The operation of my improved side bearing is as follows: Vhen in the transmission of load from the body bolster to the truck bolster (the latter being protected by the usual Wear-plate 40) the antifriction elements 29 are rolled toward one end of the casing, they impart movement to the carriage 22 by means of the engagement of their' trunnions with the vertical sides ot' the grooves 31 in Which said trunnions are mounted. As the post 34 at the end of the casing toivard which the carriage is moving is immovable in the direct-ion which the carriage is moving on account of its engagement with the end wall of the casing, While the other post moves with the carriage, the spring 33 is put under compression. llVhen the antifriction elements are released, the expansive action of the spring returns the carriage, and With it the rollers to their initial central position.

In case the trunnions of one or more of the antifriction elements are broken, the action Will still be the same, since the said rollers, by their engagement against the transverse members of the carriage toward Which Athey roll, would move the carriage in the same direction, and when released would be caught and supported between the iianges 32 and returned With the carriage to their initial central position.

The movement of the carriage is limited by the end Wall of the casing against which it strikes if the movement of the antifriction elements causes it to make so far.

I claim as my invention 1. ln an antifriction bearing, the combination of a casing open top and bottom having side walls provided with longitudinally extending rails, an antifrict-ion device suspended Within said casing, said antilfriction device including a carriage which is longitudinally movable on the rails of said casing and is capable of insertion through the open top of said casing.

2. In an antifriction bearing, the combination of a casing open top and bottom, said casing having side Walls provide-d With longitudinally extending parallel rails at or near their bottom edges, a carriage capable of insertion through the open top of said casing and having sliding bearing on said rails, and a plurality of antifriction rollers suspended in said carriage and capable of insertion therein through the open top of the casing. y

3. In an antifri'ction bearing, the combination of an open top casing, a carriage capable of insertion through the open top of said casing and having sliding bearing in said casing,.said carriage having parallel longitudinally extending members and parallel transverse members dividing the same into a plurality of compartments, the longitudinal members having open top grooves, a plurality of antifriction rolls provided With trunnions having bearing in said grooves and resilient means for centering said carriage in said casing.

l. In an antifriction bearing, the combination of an open top casing provided with parallel, longitudinally extending side rails, a carriage capable of insertion through the open top of said casing, having;` bearing on said rails, said carriage comprising a plurality of parallel longitudinal members and of a plurality of parallel transverse members dividing the same into compartments, a plurality of antifriotion elements provided with trunnions located in said compartments, the longitudinal members of said carriage having` upwardly opening notches or grooves to provide bearings for said trunnions, and the transverse members of said carriage being` provided with flanges to catch and hold said antifriction elements 15 In testimony, that I claim the foregoing 20 as my invention I affix my signature in the presence of tivo Witnesses, this 18th day of January, A. D. 1913.

EDWIN S. WOODS.

Witnesses:

GEORGE R. WILKINs, T. H. ALFREDS.A

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

